Aquatic device



E. A. LINK AQUATIC DEVICE Um. 2@, W49

9 Sheets-Sheet 1 Filed July 15, 1944 EDWIN A. LINK F 1G. 1 .INVENTOR.

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C r/WM ATTORNEYS E. A. LINK AQUATIC DEVICE met, 20, 1949 9 SheetsSheet 2 Filed July 15, 1944 EDWIN A.L|NK

F I A INVENTOR.

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ATTORNEYS Dec, 20, 949

Filed July 15, 1944 E. A. LINK AQUATIC DEVICE 9 Sheets-Sheet I5".

EDWIN A. LINK INVENTOR.

BYMX {24w E. A. LINK AQUATIC DEVICE Deco 2Q, 1949 9 Sheets-Shegi 4 Filed July 15, 1944 EDWIN A. LINK 3 INVENTOR. WKJM 4T0 RNEYS Dec, 2w, Mw E. A. LINK 2,491,744

AQUATIC DEVICE Filed July 15, 1944 9 Sheets-Sheet 5 EDWIN A. LINK FIG. INVENTOR.

E. A. LINK AQUATIC DEVICE em. 2% M49 9 Sheets-Sheet 6 Filed July 15, 1944 EDWIN A. LINK INVENTOR. /%m//( r 1/ ATTORNEYS E. A. LINK AQUATIC DEVICE Dec. 1949 9 Sheets-Sheet 7 Filed July 15. 1944 EDWIN A. LINK ENTOR.

FIG. 6A

1 ATTORNEYS E- A. LINK AQUATIC DEVICE 9 Sheets-Sheet 8 Filed July 15, 1944 EDWlN A. LINK INVENTOR. M /fl"/W ATTORN EYS m 2@, 194-9 E. A. LINK A M AQUATIC DEVICE Filed July 15, 1944- 9 Sheets-Sheet 9 EDWIN A. LiNK INVENTOR.

Patented Dec. 20, 1949 UNITED STATES PATENT OFFICE 9 Claims.

This invention relates to an aquatic device useful in the training of students to control real aircraft in flight; alternatively it may be used as an amusement device.

As will be later described in detail the preferred embodiment of this invention comprises a fuselage having a seat for a student mounted upon a central streamlined vertical column. A pair of pontoons are provided, one on each side of the fuselage parallel thereto and positioned slightly below the bottom of the fuselage. To the lower end of the vertical column is attached a streamlined chamber which in turn is affixed upon a larger streamlined chamber. A pair of wings much like the conventional airplane wings are provided, one of these wings being attached to each side of the smaller chamber and extending substantially perpendicularly to the longitudinal center lines of the fuselage and chambers. Each of these wings is attached to the upper rear part of the smaller chamber, and each wing has at its outer end an aileron.

Attached to the chambers and extending rearwardly are a pair of longrons which support an elevator, a rudder and a horizontal stabilizer.

Within the larger lower chamber is a gasoline engine which drives a propeller placed ahead of the smaller chamber, wings and ailerons. The axis of rotation of this propeller, if extended, would be slightly below the leading edges of the wings and ailerons. A throttle is provided within the fuselage for the operator to control the speed of the engine. Also within the larger chamber there are several hundred pounds of lead to give the apparatus a lower center of weight.

When this device is placed in the water the weight of the apparatus causes a part of the pontoons and all parts below the pontoons to be completely submerged. When the engine within the lower larger chamber is started and is running at idling speed, the coaction of the propeller and water causes the device to move forward very slowly. However, if the speed of the engine be increased sufficiently the apparatus achieves forward speed, and the forward speed may be increased to such an extent that the coaction of the wings and ailerons with the water may lift the pontoons and the upper part of the central vertical column out of the water. As a result, the fuselage is elevated relative-t the surface of the water. The whole device may be elevated until the propeller or wings and ailerons approach the surface of the water.

As will be later more fully described, within the trainer fuselage is a control stick which simulates the control stick or control column in a real plane. When the device is moving through the water at a sufi'iciently rapid speed upon a movement, for example to the left of the control stick, the rear edge of the left aileron goes up and the rear edge of the right aileron goes down, thereby causing a banking to the left of the fuselage and other parts of the device just as a corresponding movement of the control stick in a real plane causes a banking to the left of the plane. A movement in the opposite direction of the control stick causes opposite movements of the ailerons and consequently a banking to the right of the apparatus results.

Also, if the control stick be pushed forward the rear edge of the elevator goes down and by virtue of the coaction of the elevator with the water in which it is submerged the apparatus dives in simulation of the diving of a real plane in actual flight in response to corresponding movements of the control stick and elevator. On the other hand, a rearward motion of the control stick causes the fuselage and other parts of the device to assume a climbing attitude.

Within the fuselage and placed ahead of a seat is a pair of rudder pedals. A pushing forward of the left rudder pedal by the student results in a movement of the rear edge of the rudder to the left and by coaction with the water the device turns to the left in simulation of the turning to the left of a real plane in actual flight in response to similar movements of the rudder pedals and rudder. A pushing ahead of the right rudder pedal, on the other hand, results in a turning to the right of the device.

It is a principal object of this invention to provide an aquatic device such as that heretofore described which has a fuselage having a seat for a student and controls corresponding to the controls conventionally used in airplanes. The controls are selectively connected to control surfaces which are normally submerged in the water, and when the engine is moving the device through the water at a suflicient rate of speed the operation of the controls causes the control surfaces to coact with the water so that the device turns, banks and climbs in the same manner that a real plane responds to the movement of its controls and control surfaces.

It is a more specific object of this invention to provide such a device with a low center of gravity. This obj eat is accomplished by placing the engine near the bottom of the apparatus, by placing weights in the lowermost chamber, and by flooding certain parts of the submerged apparatus.

a pair of sleeves El and 53 which encircle rod 48 to allow elevator 46 to pivot thereabout. A pair of slots 55 are provided in the trailing edge of horizontal stabilizer 52 to allow the sleeves 5i and 53 to encircle rod 48, and also to provide openings for braces i! and 49 to attach to rod 48. The rear edge of stabilizer 52 is slotted at 57 to allow bracket 56 to engage shaft d8. Inasmuch as the trailing edge of stabilizer 52 is rotatably mounted upon rod 48, elevator 46 and stabilizer 52 are free to swing about rod 48 for purposes which will be more fully described later.

Aflixed by means of screws 59 to the lower side of elevator 46 is curved bracket 6i to the forward end of which is pivotally connected the rear end of link 63, the greater part of which is within longron 32. Likewise afixed to the lower side of stabilizer 52 by means of screws 65 is bracket 97 to the lower end of which is pivotally connected the rear end of link 69, the forward end of which is pivotally mounted upon transverse stub shaft ll which is integral with block '53 within longeron 32. A slot M in longe'ron 32 allows reciprocation of link '55 within the longron, the rear end of this link i5 being connected to block 73. Means for actuating links 63 and i5 will be later pointed out.

Referring now to Fig. 1, from the leading edge of chamber i l and at a point near its upper flat surface 29 a bearing housing 56 integral with chamber I4 is provided. Shaft 58 is rotatably mounted in suitable bearings (not shown) in housing 56 and has rigidly affixed to its outwardly extending end propeller 6B. This propeller 63 is preferably a Hyde type 12 inch diameter, 12 inch pitch. The axis of rotation of this propeller, if extended, would be slightly below a line connecting the leading edges of the wings l8 and 20.

The location of the propeller a substantial distance ahead of the Wings and at about the same height as the wings is important so that the wash 0f the propeller may be utilized to give added lift to the wings. When so placed it is believed that most of the wash of the propeller passes over and in contact with the top of the wings, reducing the pressure thereon and thereby resulting in more lift. Extensive experimentation was required to find the best position to locate the propeller.

Rigidly attached to the bottom of a frame (not shown) supporting fuselage I ii are a pair of transverse spans 62 and 64 and rigidly ailixed to one of the outer ends of each of these two spans is a pontoon B6 or 68.

Attached to the rear of fuselage IE! is a detachable stationary rudder it simulating the rudder of a real plane. One end of guide rod 72 is attached to this rudder as shown, the other end of which is fastened to the top of fuselage Ill just to the rear of the seat 75 within fuselage It. This rod i2 and a pair of guides I! (only one shown) act as guides upon which transparent, slidable hood is travels when opening and closing the entrance to the cockpit I4. Ahead of seat it within cockpit M are the instrument panel i8 and control stick Bil. The throttle control lever is designated 82 while a windshield 83 is also provided.

Fuselage II} is preferably watertight and is provided with side paneling (not shown) separated from the outside of the fuselage and with a floor (not shown) also separated from the bottom of the fuselage. This arrangement is provided as will be better later understood in order that certain of the parts of the invention may be free from danger of being damaged by the operator.

Forward speed and lift Reference is now made to Figs. 2 and 4 which show the ignition switch 90. When this switch is closed battery 92 is connected to coil 94 which in turn is connected to the distributor 96 which is connected to the spark plugs 98 of the four cylinder horse power engine I00. A conventional timing device HM and condenser I03 seen in Fig. 4 are also provided. A conventional starter button and choke (not shown) may be used to start engine N30. The ignition system is, therefore, of a conventional type.

When engine IE9 is started the V-pulley I 82 rigidly mounted upon the output shaft IBd of the engine will be rotated, and by means of V-belt I66 pulley I88 which is rigidly afiixed to the shaft 58 of propeller Bil will be rotated. Actually, there are provided four V-pulleys I82, four V-belts I86 and four V-pulleys I08 but for the sake of simplicity only one of each of these members is shown in Fig. 2. Referring to Fig. 6 battery 92 is preferably located, for weight distribution, within lower chamber I6 toward the leading edge 25 of this chamber and engine lilo is located immediately therebehind. V-pulley it! is within chamber I6 while V-pulley Hill is within upper chamber Id as is the propeller shaft 52. As previously explained, the forward end of propeller shaft 58 is rotatably mounted within bearing housing 55 while the rearward end of this shaft is rotatably mounted within a bracket (not shown) rigidly attached to the inside of chamber I4.

Also shown in Fig. 2 is the throttle lever 32 to which reference has been previously made. As seen in Fig. 1 this throttle is pivotally mounted in bracket Iii} which is rigidly affixed to the interior of the left side of the cockpit at a point ahead of seat 76. Throttle 82 pivots about the point designated in Fig. 2 by the number H2, and rigidly affixed to the bottom end of throttle is stud H4, the other end of which in turn is rigidly aflixed to sleeve HE. A second sleeve (not shown) is inside sleeve H6 and affixed to link I I3. Fixedly mounted upon link I ii] are a pair of stops IZil and I22. Encircling link H8 and between sleeve IIE and stop H20 is a compression spring i213 while a second compression spring lZfi encircles link IIS and is between the other end of sleeve H6 and stop 52'...

Fixedly attached to link H8 at a point ahead of stop I22 is stud I28 upon the outer end of which is pivotally mounted the rear end. of link I32. The forward end of link I32 is pivotally connected to the lower arm of hell crank I36. This bell crank is behind the instrument panel it shown in Fig. 1 and is pivotally mounted at the point I38 upon a shaft (not shown) which may be fixed to the left inner side of fuselage I 0. Mixed to the upper end of bell crank I35 is flexible cable I it which extends downwardly and encircles pulley I42 which is rotatably mounted at a point near the bottom of fuselage it transverse of hollow central vertical column I2. Cable It!) then runs transversely along the bottom of fuselage iii below the floor of the fus lage and encircles pulley I 44 which is rotatably mounted in a member (not shown) near the upper opening of vertical column I2. Cable i iil then runs downwardly along the inside of vertical member I2 and encircles pulley ME which is rotatably mounted upon a member (not T shown) near the bottom of chamber I6. Cable I40 then runs forward along the bottom of chamber I6 and its other: end attaches to arm I48 which has itsupper end rigidly attached to shaft- It upon whichis rigidly affixed butterfly valve I52 which controls theflow of; mixture from carburetor I51 to engine I68". Airisadmitted to lower chamber It by means of chamber I4 and column I2, and the carburetor air intake I55 may be provided'with a conventional choke valve. A tension spring I54 has one-end attached to arm I48 ata pointbelow where-cable I attaches thereto, ancl the other end'of spring I54 isrigidly afiixed to stud I55 which-is rigidly attached to engine I00.

Still referring to Fig. 2 and bearing in mind the preceding structural arrangement, a pushing forward of throttle lever 82 (to the right asseen in-Fig. 2), which movement simulates theopening of the throttle of areal plane'inactual flight,-

results in a movement to'the rear of the lower end of throttle lever 82, sleeve. H6 goes, in' the same direction and by means of compression spring I24 and stop, We link III; is movedto the. rear. Link I32 and the lower end of bell crank I36 will therefore move in the same direction and the upper end of bell crank I35 moves upwardly, thereby pulling in that direction the end of cable I4D.which is attached thereto. The other endof cable I46 will therefore move to the rear and the lower end of arm I48 will move in the samedlirection against the action of spring I54. Butterfly. valve I52 will rotate in a clockwise directionas. seen in Fig. 2 and will be opened, admitting. more mixture to engine Hit. The speed of engine IIlEl,

will be rotated in a counterclockwise direction as,

seen in Fig. 2 to a more closed position. The. speed of engine I95} will then be reduced.

The relation of the delayed action throttle: as-

sembly designated generally in Fig. 2 by. |58',t0

the throttle lever 82, butterfly valve I52, and associated parts will be later described.

The preceding description has disclosed: meanswhereby the opening and closing of throttle-821 may control thespeed of engine I03 and, there fore, the speed of propeller 60. When engine- I 60 is not running, is idling, or is running only fast enough to move the device through the water-at-a relatively slow rate, the pontoons 66 and- 68 are partially submerged, as'seen in Fig. 9, the pontoons providing the necessarybuoyancy to prevent the device from sinking. When throttle 82 is opened sufficiently far, engine IIlIl drives propeller 6:"; at an increased rate to cause the apparatus to move through the water at-several-mile's per hour. When the speed of the forward movement of the apparatus reaches a given point the coaction of the wings I8 and 20 and ailerons 22" and 24 with the water provides sufiicient lift that the whole device moves upwardly so that th'epontoons 6'6 and 63 leave the waterand the central vertical column I2 emerges from the water-to. an

increasing extent. Thedegree of emergence of the-apparatus from the water depends in part upon the amount of liftwhich in'turn depends upon thesspeed of propellertlliwhich governsthe.

8 rate of" forward movement of the: apparatus through the water. This results from thefact that as the wings It and 20 and ailerons 22*and 24 move through the water at an increased-rate the lift produced thereby increases and is sur ficient to' support a greater proportion of the apparatus above the water in spite of the loss "of the buoyancy resulting from the pontoons' completely leaving the water and the central column I IZ'partially coming out of the water. It ispossubmerged.

Referring again to Fig. 2, the control stickisshown, the integral bottom portion of which is formed as an enclosed fork Hit. Longitudinal shaft 5E2 extends through the opening I64 of fork it, being pivoted to the sides of the fork by pin I66. This shaft is rotatably mounted within brackets (not shown) between the floor of the cockpit and the bottom of fuselage Iii. It can readily be seen that this arrangement provides for the easy movement of the stick 80 fore and aft and-side to side, in simulation of the movements. of a real control stick in a real plane. The. forward end of link are is pivotally attached'to. fork Iiit and the. other end of link llo ispivot all connected to the upper arm of bell crank I14: which is pivotally mounted about the'point I16 by means of a shaft and brackets (not shown); which are positioned along the center line of the bottomof fuselage it near the point where the rear edge of hollow vertical column I2 joins: fuselage it). The upper end of vertical link I80" is pivotally connected to the other arm of bell crank I'M and the lower end of link ISO is pivot'- ally connected to the forward arm of bell crank I84'which is pivotally mounted-about the point I86 as seen in Fig. 6. To the other arm of bell crank I84 is pivotally connected the front end of link tee, to the other end ofwhich is pivotally connected the right end of arm I94. The other end. of this arm is rigidly affixed to vertical shaft 2Ilai'which passes through a conventional stuifing box 202 which is also positioned as seen in Fig. 6. Stuffing box 252 provides a watertightfitting for reasons which will later be described.

To the upper end of vertical shaft 260 is affixed arm 2% upon the movable end of which is pivoted. the forward end of link 2528. The other. end of link 2% is pivotaliy connected to generally vertical arm 2I2 which is pivotally connected at its. upper end to the bracket 254. The. forward end of link 63 is pivotally connected to arm 212. as shown, the other end of which is pivotally attached to curved bracket 65 which is best seen. in Fig. 1A. t will be recalled this bracketis. affixed to the lower side of elevator it by means. of screws As described before. sleeves El and: 53 arewelded to the leading edge of elevator 46 permitting elevator to swing about rod 48.'

Referring. for purposes of comparison. toga: plane in. actual flight, when the control: stick: of

the plane is pushed forward the elevator pivots about its leading edge and the rear end. Ofuthe? elevator goes down. The interactionxof the else vator and the air through which the plane is flying results in a greater lift upon the tail of the plane, the tail goes up and, therefore, the plane assumes a diving position. On the other hand, if the control stick be moved rearwardly the elevator responds in the opposite manner and the plane assumes a climbing attitude. Referring now to Fig. 2, when control stick St is pushed forward, fork I60 will pivot about pin I66 and link I'IEI moves to the rear. The upper end of bell crank I14 moves to the rear while its other end and link I80 move downwardly. The end of bell crank I84 connected to link I80 will move in the same direction and the other arm of this bell crank will move to the rear. Link I90 therefore moves in the same direction and arm I94 is rotated in a clockwise direction as seen from above. Shaft 200 and arm 204 are rotated in the same direction and, consequently, link 208 moves ahead as does the bottom of lever 2I2, link 63 and curved bracket 6i Elevator it will therefore be pivoted about rod 48, the rear end of the elevator being lowered. If the device is moving through the water at an appreciable rate the increased pressure of the water upon the lower ii ahead of control stick 80 causes fuselage I to assume a diving attitude just as the pushing ahead of the control stick in a real plane causes the plane to assume a diving attitude.

It is deemed unnecessary to explain in detail that when control stick 80 is moved to the rear 5 of its neutral position link I and the parts controlled thereby will move in the opposite direction from that just illustrated and the rear end of elevator 46 will be moved upwardly from its neutral position. The increased pressure upon the upper side of elevator 46 caused by the interaction of the elevator and the water through which the device is moving will result in a lowering of elevator 06 and of the rear end of the apparatus. Fuselage I0 will therefore assume a climbing position, as shown in Fig. 12.

The effect of the movements of elevator 46 in response to the movements of control stick 00 of course depends upon the speed of the elevator 46 through the water. is merely idling the device settles in the water as shown in Fig. 9 and makes very slight forward movement through the water. Consequently fore and aft movement of control stick 80 will not cause the device to assume a climbing or diving attitude. However, as the speed of the engine is increased in response to the movements of throttle 82 and the device moves forward through the water at an increased rate, the effect of the movements of elevator 45 upon the climbing and diving of the fuselage I0 increases proportionately.

Referring again, for the purposes of comparison, to the operation of a real plane, the pilot may cause the plane to leave the ground by neutralizing the fore and aft position of the control stick in the plane, thereby centering the elevator and then by an opening of the throttle cause the plane to increase its speed down the runway or water until the resulting lift is suit cient to raise the craft into the air. However, such is not the normal procedure. Instead, the pilot, with the control stick and elevator in a generally neutral position, directs the plane down In the event engine Iiii! the runway or water until he knows that sufficient speed has been realized so that upon a pulling back of the control stick in the plane and a resulting upward movement of the rear edge of the elevator, the tail of the plane will go down, increasing the angle of attack of the wings, thereby increasing lift sufficiently to cause the plane to clear the ground or water. The apparatus of this invention may be controlled to simulate this phase of real flight. When the operator in the fuselage I0 knows that the device is moving through the water at a sufiiciently rapid rate that a pulling backward of the control stick will cause the rear end of elevator 46 to rise, forcthe tail of the device downwardly and increasing the angle of attack of the wings I8 and 20 with respect to the water to produce a sufficient increase in lift, he may pull back on the control stick 00 and the resulting increased lift will cause the pontoons as well as the upper part of central column I2 to rise out of the water, thereby simulating the leaving of the ground or water of a real plane.

Horizontal stabilizing means In an airplane means are provided whereby the pilot may trim the ship so that it will fly in level flight without the pilot holding the control stick in a given position. These means comprise generally a hand wheel which may be manually turned by the pilot, the turning of the hand wheel positioning the horizontal stabilizer about its transverse axis until the lift upon the tail group of the ship is right to keep the plane in level forward flight. Means for accomplishing the same results in the apparatus of this invention will now be disclosed.

Referring to Figs. 1 and 2 there is disclosed inside cockpit I l upon the left side thereof a hand wheel 228 which is fixed upon horizontal transverse shaft 230 which is suitably held by brackets not shown. Rigidly affixed upon the other end of this shaft is pulley wheel 232 and encircling this wheel is an endless cable 234. Two pulleys 236 are suitably rotatably mounted between the paneling along the side of the cockpit and the left side of fuselage I 0 and both branches of endless cable 234 extend horizontally and rearwardly from pulley 232, each branch coacting with one of the pulleys 235 and extending downwardly between the left paneling and left side of fuselage II]. A second pair of pulleys 238 are suitably rotatably mounted upon the left side of fuselage I0 at a point below the floor of the fuselage and each branch of endless cable 234 coacts with one of these pulleys 238, both branches running transversely of the fuselage between the floor and bottom of fuselage I0. A third pair of pulleys 240 are provided, these pulleys being mounted between the floor and bottom of the fuselage at a point near the junction of hollow central column I2 and the bottom of fuselage I0. Each branch of endless cable 234 coacts with one of these pulleys 240 and then extends downwardly within central column I 2 where the endless cable encircles pulley wheel 242 rigidly affixed upon a shaft 264 which passes through stuffing box 248 seen in Fig. 6. Shaft 244 is suitably threaded at 245 for coaction with nut 248 which is integral with rod 15 better seen in Figs. 1A and 2. Rod I5 has rigidly affixed to its rear end block I3. The arrangement of block I3 and the elements connecting it with horizontal stabilizer 52 has been previously pointed out.

In view of the provision of the elements just assume described it. will: be. understood: that a rotation of; hand wheel: 2 28' will causearotation of pulley 213-2v which, by means of endless cable. 23 3: and the guide. pulleys previously pointed: out willcause: a rotation. of. pulley 2'42. Shaft. 24.4; will therefore be: rotated and by virtue: of the coaction of, the threads 245, of shaft-2M: and=v nut 2-43; shaft 'l'rfi will move toward the head or rear of theapparatus. Block 13, stud-H and link 59 Will move accordingly and. by means, of bracket 61. horizontal: stabilizer 52' willy be rotated: about rod 48: to'raiseor. lower its leading; edge. In: the event. hand wheel 22B is; moved in a. direction, to raise the; leading edge. of horizontalstabilizer 52-. the coaction of the water and horizontalstabi-lizer 52 will cause an increase in pressure upon the under side ofthe. stabilizer, the rear. of the; device will: goupand the front of fuselage Hl will go down. On the other hand a rotation: of hand. wheel- 228, inthe opposite. direction will cause the leading; edge. of; horizontal stabilizerv 52 to go: down and; the-pres sure. upon the upper side; will increase and the rear end of the apparatus will go down. Consequently, the front of fuselage It will rise.

When the studentin the fuselage I is flyi the device so that the-pontoonszand the upper part of central. column I12: are. out of the water, ifthe. student finds that: he must hold back slightly upon the control stick 801 to keep: the device in level flight: he may; by'means of hand wheel; 228,, adjust the position: or horizontal stabilizer 52a in a manner-to lower the leading edge of: stabilizer 5.2; The pressure of the water upon. the upper-side of thestabilizer-wi-ll' be: increased and the apparatus will then assume; a position of level flight without the necessity of holding back upon control stick. 80. Similarly, if the student finds thathe has to hold the control; stick Slightly forward to keep the device in level flight. a rotation of hand. wheel":

2-28 in: the opposite. direction from the case just cited; will cause: the leading edge. of stabilizer 52' to rise, increasing. the pressure. of the water upon the lower side. of this stabilizer and: thereby keep:- ing. the trainer in level. flight;

This invention therefore;\providesmeans-whera by a student in. the trainer may manually adiust thev position of the: provided horizontal: stabilizer to: keep the apparatus in level flight, thus mak ing itunnecessary for him to maintain pressure on the. control. stick to achieve the. desired flight attitude.

Banking means It has beenv previously pointed out that. within fuselage I0: there is. provided. a. control stick 841 formed integrally with. fork lei! through: the opening 1-6.4 of which horizontal longitudinal shaft Hi2 extends, it being pivoted to the sides of fork [fill through pin Hi6... Shaft. [52, as stated, is rotatably mounted within: a pair of brackets (not shown) between the floor of the cockpit 14 and the bottom of fuselage I50. AS seen in- Figs. 2 and. 6, to the rear end of shaft N52: is rigidly affixed,- lever- 210' to the left end of which isv connected vertical link 2:12 which is inside the vertical hollow central column 62. The bottom of link 212 is pivotally connected to the. fore end of lever 216. which is pivoted about the. point 218. To. the rear end ofv lever 215 is pivotally attached the lower end of vertical link 280, and the upper end of link 280 is pivotally connected to the rear end of arm 2%, the. forward end of which is rigidly aifixed to horizontal transverse shaft 25 which, as has been previously stated in connection with the descrip- 112 ti'oni. of Fig-.. 1, is. rotatably mounted within wing t8 and extends to; theouter edge of aileron. 2. aileron: 22 being rigidly mounted upon; shaft 25: for rotation. therewith.

To: the right end of lever 27.0; is pivotally connected the upper end of; vertical. link 288: which corresponds. to vertical link 2112. The lower end; of verticalv link 288 is pivotally mounted. uporr lever 2.92 which is pivotally mounted in the. sam manner as lever 2%. To the rear end of lever; 2-5-2 is: pivotally connected another vertical link. 295, theupper end off which ispiVot-. ally connected to the; rear end of arm 3%, The fore end of arm 3%!) is rigidly attached to horizontal transverse shaft 25 which, as was also described in the consideration of Fig. l, is rotatably mounted with-in the inside leading edge. of wing" 20, aileron 24. being rigidly mounted upon shaft; 26 for rotation, therewith.

Referring nzow to a plane in actual flight, whenthe control stick, in the plane is moved tothe left the trailing edge of the; left aileron goes up-, the trailing; edge of the rig-htv aileron goes down, both ailerons. pivoting about points near their leading; edges, The; increase in pressure caused by the; impact of the air through which the plane is flying upon the top of the left aileron and the bottom of the, right aileron causes the left wing to go down and the right Wing, to go. up. The plane therefore. banks tothe left. On the other hand, when the con rol tiok. in they pl n is, moved, to the right. the ailerons. respond in the opposite, manner causing. the right wing to go. down, the left wing to. go up, and the plane banksto the right.

Consideration of the movements of the just described, parts of this invention will show that the. ailerons 22 and 2.4. of the device being de-. scribed respond to movements of the control stick 8.6. just. as the. ailerons. in a real plane re spend to corresponding movements of a control stick in a real plane, e. g when control stick, is moved to the left pin. I56 causes a rotation. of shaft. 1'62, the left end of lever 2h] and link 212 go down while the right end of lever and link 288 go. up. Consequently, the fore end of lever 216 goes down, the other end of this arm goes up as does link. 280 and the rear end of arm 2'84. Shaft 25 is rotated clockwise as seen from the right side of the device and the trail:

ing edge of aileron 22 goes up. Simultaneously, with these motions the fore end of arm 292 goes up, its rear end goes down as does link 29s and the rear end of arm 39%. Shaft 26 is therefore rotated counterclockwise as seen from the right side of the device and the trailing edge of aileron 24 goes down. Therefore, a moving to the left of control stick 851 causes the trailing edge of aileron 22- to go up and the trailing edge of aileron 24 to go down, these ailerons turning with the shafts 25 and 26 upon which they are respectively mounted. Consequently, if the device is moving along through the water at an appreci-able rate of speed the movement upward of the rear end of aileron 22 will result in an increased pressure upon the upper surface of this aileron as a result of the coaction of the aileron with the water. This increased pressure will therefore tend to bank the trainer to the left. At the same time, the movement downward of the rear end of aileron 24 will result in an increased pressure upon the lower side of this aileron also tending to bank 1; re trainer to the left. This situation is shown in Fig. 11. It will be seen therefore that when the device is. travel:

ing at an appreciable speed through the water a movement of control stick 3!} to the left causes a banking of the device to the left just as the movement to the left of the control stick in a real plane causes a banking to the left of the plane.

It is deemed unnecessary to show in detail that a movement to the right of control stick 83 will result in opposite movements of the aileron-s 22 and 24 resulting in an increase in pressure upon the upper surface of aileron 23 and an increase in pressure upon the lower surface of aileron 22, thereby causing the apparatus to bank to the right.

Turning means In a plane in actual flight when the left rudder pedal is pressed forward the rear edge of the rudder in the plane goes to the left, the rudder pivoting about a point near its leading edge. The interaction of the rudder with the air through which the plane is flying causes an increased pressure upon the left side of the rudder, the tail of the plane is therefore pushed to the right resulting in a turning of the plane to the left. On the other hand, if the right rudder pedal is pressed forward the trailing end of the rudder moves to the right, a greater pressure upon the right side of the rudder results, moving the tail of the plane to the left and causing the plane to turn to the right. The following means are incorporated in this invention in order that the device being described will turn to the left or right depending upon whether the left or right rudder pedal is pressed forward by the student flying the apparatus.

Reference is made to Fig. 2 where there is shown the left rudder pedal 332 and the right rudder pedal 363, each of these pedals being rotatably mounted upon horizontal transverse shaft 303 which in turn is fixedly mounted by means of set screw within bracket 308 which is affixed by means of screws 3m to the bottom of the fuselage H] at a point ahead of the seat 16 in the cockpit. Cable 3!2 is attached to left rudder pedal 332 as shown. this cable running along the left side of fuselage l0 between the floor in the cockpit and the bottom of fuselage Ill. Pulley 3M is suitably mounted between the floor of the cockpit and the bottom of the fuselage at a point near the left side of the fuselage opposite central column !2. Cable 3!2 is carried by pulley 3H5 and turns at this pulley to run transverse of fuselage if! to pulley 3H5 which is suitably rotatably mounted near the point where member !2 joins the bottom of fuselage Ill. At pulley 3l3 cable 352 goes down central column !2 and is affixed to the left end of lever 3! 8 which is rigidly affixed upon the forward end of shaft 320. Lever 3 l8. shaft 323 and the assembly designated 3!9 shown in the bottom of Fig. 2 are located as seen in Fig. 6. Also seen in Fig. 2 is the cable 322 which is attached to right rudder pedal 304 as shown, and by means of pulleys 324 and 323, which pulleys are located upon the right side of the device at points corresponding to the locations of pulleys 3! 4 and 343 upon the left side, cable 322 connects with the right side of lever 3|8.

A pushing forward of left rudder pedal 3532 results in a movement forward of the end of cable 3!2 which is connected to this rudder pedal and the left end of lever 3! 3 goes upwardly. The right end of this arm goes downward as does the end of cable 322 ch is connected thereto.

Rudder pedal 3B4 therefore moves to the rear. On the other hand, a pressing forward of rudder pedal 334 causes a raising of the right end of lever 3! and a lowering of the left end. of this lever. By means of cable 3I2 left rudder pedal 302 moves to the rear. The movement to the rear of one rudder pedal simultaneously with a pressing forward of the other simulates the movement to the rear of one rudder pedal in a real plane simultaneously with a pressing forward of the other.

Reference is now made to Fig. 5 which is an enlarged view of the unit 3 I 9 shown at the bottom of Fig. 2. Shaft 32!] is rotatably mounted in vertical base 32! which is rigidly positioned as seen in Fig. 6. Fixedly mounted upon the rear end of shaft 320 is arm 423 which in turn has mounted in its other end longitudinally extending shaft 323. A roller 324 and spacer 324a are carried by shaft 323, this roller being positioned between two members 325 and 326. A pair of vertical guides 32'! and 328 are rigidly held by the blocks 329 and 333 which in turn are fixedly attached to the vertical plate 32!. Members 325 and 325 are free to slide upon vertical guides 32! and 328.

Another vertical guide 33! has its lower end aflixed to slidable member 326 and a stop collar 332 is placed upon the upper end of member 33! above bracket 323. Spring 333 encircles rod 33!, the upper end of this spring pressing against the lower side of bracket 323 and the lower end of the spring presses against slidable member 323.

Slidable rod 334 has its upper end rigidly afiixed to member 325 and a collar similar to collar 332 is placed upon the lower end of rod 334 below bracket 330. Spring 335 encircles rod 334, the upper end of this spring pressing against the lower side of slide 325 and the lower end of this spring presses against the upper surface of bracket 33!].

Bearing in mind this structural arrangement, when shaft 320 is turned counterclockwise as seen from the rear, roller 324 moves upwardly pressing against sliding member 323 thereby moving this member in the same direction. The upper movement of member 323 compresses spring 333 and rod 33! moves upwardly raising collar 332 above bracket 329. The collar attached to the lower end of vertical rod 334 prevents any movement of sliding member 325, rod 334 and spring 335. On the other hand, a rotation of shaft 320 in the opposite direction in response to rudder pedal movements causes roller 324 to move downwardly forcing sliding member 325 and vertical rod 334 in the same direction against the action of spring 335. Collar 332 prevents, in this instance. any movement of sliding member 326, vertical rod 33! and spring It will be readily understood that in the absence of any pressure on either of the rudder pedals, the just described arrangement provides means for positively centering the rudder pedals.

' Still referring to Fig. 5 lever 333 has a slot 33'! through which shaft 323 passes, the right end of lever 33% being retained upon this shaft by virtue of a suitable washer and cotter pin arrangement designated 338. The intermediate point of lever 333 is pivotally connected to block 339 which. is rigidly aflixed upon vertical rod 343 which is free to slide in the brackets 34! which are rigidly attached to vertical plate 32!. The left end of lever 333 is slotted at 342 and through this slot passes stud 343 integral with the nut 344 upon screw 345.

Lever 333 is held upon stud 343 by the cotter pin 15 and washer arrangement designated-346. A second arm 341-is paralleltothe arm 336 and is attached to'theblock 339 and nut 3% in the same manneras just described and is mounted upon shaft 323 ahead'of roller 324.

.Rigidly -affixed to'the lower end'of vertical rod 340 is the block 348 which carries a stud 349 pivotally connected to the lower end of vertical link 35!]. The upper-end of link 35!! is-pivotally connected to the rear arm of hell crank 35f which is suitably pivoted about the point 352 and the forward end of link3-53 is pivotally connected to the upper 'armof this b'ell' crank.

Referring now to Fig. 2 it will be seen that'the rear end of'link 3531s pivotally connected to horizontalarm 354 which is rigidly attached to the lower 'end of vertical shaft 355 which passes through stufling x356. Rigidly mounted upon the upper end of vertical shaft 355 is the lever 35] to the left end of which is pivotally connected thelink 44 to which reference has been made during the discussion of Fig. 1A. Link G2 is attached to the other end of lever 35?. The rear ends ofthese links are attached to the lever Ml which-is rigidly-afiixed to the upper part of rudder 34.

It will berecal-led that whenever left rudder pedal -3132ispressed-forward the left end of lever 3| 8 is raised. Shaft 32D isrotated clockwise as seen from therear and by the action of arm 423 shaft 323 moves downwardly carrying with it the right ends of arms 335 "and '33? as well as the roller 324. Member 325 is forced downwardly compressing spring 335. The movement downwardly'of shaft 323 and the right ends of levers 336 and 34'! causes block 333 and the vertical rod 34ll to move in the same direction, levers 335 and 34lpivoting about the points where they are connected to nut 344. The downward movement of vertical rod 340 causes vertical link 350 and the rear arm of bell crank 35! to move in the same direction. Link 35-3 moves to the rear. Referring to Fig. 2 the right end of arm 354 likewise moves to the rear, vertical shaft 355 rotates clockwise as seen from above as does lever 357. Link 44 therefore moves ahead while link 42 moves to the rear causing arm 4!] to rotate clockwise as seen from above. Rudder 34 therefore moves in the same direction. Assuming that the device is moving through the water at an appreciable rate of speed this movement of the rudder 34 in response to a pressing forward of left rudder pedal 302 results in an increase in pressure upon the left side of the rudder. The rear end of the device therefore moves to the right and the forward end to the left in simulation of the turning to the left of a real plane in actual flight in response to the application of left rudder.

It will be understood without detailed explanation that when the right rudder pedal 3% is positioned-forward the roller 32d moves upwardly against the action of 51311113333 and consequently the movements of the elements between the rudder 33 and roller 324 are in the opposite direction from that just described. The result is, of coursaa turning to the right of the apparatus of this invention.

The provision of the longrons 28 and 32, relatively small in cross section, to hold the tail assembly is deemed important because the radius of turn is thereby reduced.

Consequently this invention provides means whereby the submerged rudder may be moved in response to a pressing forward of the left or right rudder pedals to cause the device to turn 16 to the left or right in --sirnulation-of the turning of a real plane in actualflight to the left or right in response to corresponding movements'of the rudder pedals in the plane. Positive rudder and rudder pedal centering means ar also provided.

Means for producing automatic turn with bank Referring again for the purposes of comparison to a plane in actual flight, when the plane is banked in response to the lateral displacement of the control stick, 'in the absence of any manipulation of the rudder pedals the plane turns about its vertical axis in the direction of the bank. If the plane is banked to the left it also turns to the left whileif it is banked to the right it turns to the right. This automatic turning of the plane in the direction of bank is commonly referred to as automatic turn with bank. Upon returning the'plane to level flight the turning ceases.

Alsoin the case of a-p'lane in actual flight when the plane is banked in a'given direction by applying opposite rudder the plane may be maintained in straight flightthat is, no turning as a result of the bank'occurs, but the plane moves straight ahead in the banking position. On the other hand when the plane is banked ina given direction and rudder is applied in the direction of the bank, the rate of turning of the plane'is greater than in thecase where the only primary action is the banking of the plane.

Means for simulating these phases of actual flight in the apparatus'of this invention will'now bedisclosed.

Referrin to Fig. 5 the screw 345 is rotatably mounted in the brackets 358 which are afllxed to the vertical plate 32!. Rigidly attached to the upper endof screw-345 is the gear-359 which is drivenby pinion 36%] mounted upon the output shaft 36! of reversible motor 332. Bracket 363 is rigidly held by plate 32! and stud 334 is integral with this bracket. Pendulum hub 365 is held upon stud 353 by the washer and cotter pin arrangement 366. Pendulum 33'! is affixed to the lower end of arm 368 the upper end of which is attached to hub 355. Another arm 389 'has one end attached to hub 335 and pivotally connected to the other end of this arm is arm 370 which is associated with dash pot 31! held by the bracket 312 which also holds motor 362. The dash potdamp-ens the movements of the pendulum.

A third a-rm 313 is attached to hub 365 and the upper end of link 3% is pivotally connected thereto. The lower end of link 315 is pivotally connected to lever 3'15 which is rotatably mounted upon thefixed stud 376 carried by bracket 33!]. The other end of lever 3'55 carries a stud 3H and the right end of walking beam 3l8 is pivotally mounted upon stud 311. The other end of arm 378 is pivotally connected to vertical link 319 the upper end of which is pivotally connected to the arm 380 which is affixed to nut 344.

A slot .38! is provided in walkin beam 318 for adjusting the position of the lower end of vertical link 382 relative to walking beam 378. The lower end of link 382 is pivotally connected to walking beam 313 at the slot 328i and afiixed to the upper end of link 382 is extension 383 which has a stud 38 i rotatably mounted therein. The other end of this stud is fixedly carried b the leaf 385 of the four switch actuating leaves desighated generally in Fig. 5 b37383.

Referring now to 'Fig. 5A it will be seen that l7 the switch actuating means. 399 comprise the stud' 381 which, as better seenin Fig. 5, is held bybracket 424 carried by vertical plate 32!.

, Three vertically disposed leaves 388, 389 and 399 are provided in addition to the previously mentioned leaf 385. All of these leaves are rotatably mounted upon the stud 38?. The rearmost leaf 388 has a horizontal integral ear 39! and integral with thisear is an upwardly disposed projection 392 to which the upper end of spring 393 is connected. The leaf 389 lies adjacent leaf'38B and has a corresponding horizontal projection 394 and downwardly disposed projection 396 to which the lower end of spring. 393

is connected. Leaf 399 lies between leaf 389 and leaf 385, this leaf having a groove 39'! adapted to engage the contact leaf 398 of the switch designated generally in Fig. by 399. Leaf 393 carries suitable contact points 499 adapted to engage the contact points 49! of the upper contact strip. 493 or to engage contact points 492 of the lower contact'strip 494 of switch 399, depending upon the position of .leaf 385 which is controlled by the vertical position of link 382and extension 383. Switch 399 is connected to motor 382 in the manner shown in Fig. 4 to which reference will shortly be made.

In Fig- 5 it will be seen that when link 382 is in the neutral position, leaf 385 is in the horizontal plane and therefore the tension of spring 393 similarly positions the other three leaves. Leaf 399 under these circumstances positions leaf 398 so that its contacts do not engage the contacts 49! of strip 493 northe contacts 492 of strip 494. In this event referring to Fig. 4 where the contacts 499 are .shown schematically in the neutral position, it will be understood that even though switch 495-be closed, motor 332 cannot run. However, in the event that pendulum 35's is moved in such a direction as to pull link 382 and extension 383 downwardly from the neutral position, as seenin Fig. 5A, .the downward rotation of leaf 385 engages the ear-394 of leaf 389 forcing this leaf downward. The. downward movement of this .leaf. and the tension upon spring 393 forces leaf 388 downwardly and the ear 39! of this. leafengages leaf .399 and moves it in the same direction. Contact strip 393 therefor moves downwardly and the contacts 499 upon this strip engage the contacts 492 of block 494. Referrin to Fig. 4 .it will be seen that-when contacts 499 engage contacts 492 current may flow from thebattery'92 along conductor 499 through the field winding 498 of motor 392 and along conductor. 499. Current cannot flow from the contact 49!. connected to conductor 499 to the contact 499 because these contacts are open and consequently itflows along conductor 449 to the upper contacts 492 and 499 of Fig. 5. Conductor 4! i then carries the current through the armature and brushes 4!2 of motor382 and by means of conductor 453 it-is carried backthrough the lower contacts 499 and 492 to the conductor 414. Uppercontacts 439 and 43! being open, current will flow by means of the conductor 4!4 through thezfield winding 4-!5 of motor 332 to switch 495 and back to the battery Motor 392 will there'- fore run in a given direction. The running of motor 392moves the nut- 344 along screw 345 and the resultant downward movement of the ends oflevers 339 and 34'! attached to nut344 causes block 339 and slidable rod 349 to move up or down as the case may be. It. has been previously. shown that a movement of this rod 349 by virtue of the link 359;bell crank 35!, link 353and the other parts shown. at the bottom of Fig. 2 connecting link 353 with rudder 34 produces a turnin of the rudder.

On the other hand, assuming that the pendulum 36'! is effectively displaced in the opposite direction with respect to the other parts of the unit shown in Fig. 5, the link 382 and extension 383 will move upwardly as will leaf 385. This upward movement of leaf 385 engages the car 39! of leaf 389 forcing this leaf upwardly and by virtue of spring 393 leaf 389 moves in the same direction, the car 394 of leaf 389 engaging the lower side of leaf 399 to move this leaf in the.

same direction. Consequently leaf 398 moves upwardly and the contacts 499 of this leaf engage the contacts. 49! of block 493. Referring now to Fig. 4 it will be understood that when this. situation prevails current will flow from battery. 92 along conductor 496 through the field winding 493 and along conductor 499 to the lower contact 49!. (Current will not flow along conductor 4!!! because contacts 499 and 492are the current flows through the field windings 498,

and 4! 5 in the same direction as in the previouslyoutlined case but flows through the armature and brushes M2 in the opposite direction. Cone sequently motor 392 will turn in the opposite di-.

rection, nut 344 will move. along screw 345. in the opposite direction and as previously eX-E plained the rudder 34 will be turned in the opposite direction.

Consequently it will be understood that when vertical link 382 and extension 383 are in the neutral position, motor 392 does not'run. In the event this link and extension are moved downwardly from the neutral position motor 382 turns in a given direction and by the intermediately disclosed mechanism the rudder 34 is turned in a given direction to cause the device to turn about its vertical axis. 011 the other hand if vertical link 392 and extension 383 are moved upwardly from their neutral positions motor 392 is energized to turn in the opposite direction and.

rudder 34 responds accordingly to turn the device in the opposite direction.

Specifically, referring to Fig. 5, assuming that the apparatus of this invention is banked to the left, pendulum 39'! of course maintains pendulum arm 399 in the vertical position. The banking.

of the apparatus to the left causes the fuselage I!) to move to the left ofthe level flight posi- 3 tion but the chamber 9 in which the unit shown in Fig. 5 is housed moves to the right as does.

vertical plate 32! and all of the parts carried thereby. The eifect therefore is as though pendulum 36'! were moved to the left. and vertical plate 32! remained stationary. Under these conditions arm 313 moves downwardly with respect to vertical plate 32! and link 374 moves in the;

same direction. The left end of lever 315 moves downwardly, this lever pivoting about the'stu'd.

5'59 and the right end of lever 314 moves upwardly carrying with it stud 311. The right end,

of walking beam 319. moves upwardly, the walking beam in this instance pivoting about the point at which it is attached to link 3319. Link 382 and extension 383 move upwardly and as were previously explained, by the switch actuating means shown in Fig. A,.the contact leaf 338 moves upwardly and contact is made by the contacts 4G3 and 40!. Motor 362 is energizedto rotate screw 345 in such a direction that the nut 344 moves downwardly. The downward movement of nut 344 by means of the arms 336 and 341 moves the block 339 downwardly, arms 336 and 341 in this instance. pivoting about the shaft .323. As has been previously shown, the downward movement of block 339 and rod 343 causes a turning of the device to the left.

Means have therefore been disclosed whereby upon a banking to the left of the device the rudder 34 is turned in the correct direction to cause a, turning to the-left of the device.

On theother hand assuming that the device is banked to the right, it will be understood that the effect is as though. pendulum 361 were moved to the right in Fig. ,5. It will be readily understood without adetailed explanation that such a movement of pendulum 331 causes link 382 and extension 383,to move downwardly and as has already been shown motor 362 will be energized to turn in the oppositedirection fromthe case when the device was banked to the left; screw 345 will be turned in the opposite direction; nut 344 will move upwardly carrying block 339 and ,rod34il in the same direction; and such, a movement of rod 343 turns rudder 34 by means ofthe inter mediate connecting parts in the direction ree quired to turn the apparatus to the right.

Consequently means are disclosed whereby.

whenever the apparatus of this invention is banked to the left an automatic turning to the left occurs and when the device is banked to the right an automatic turning to the right re-,-

sults.

Assuming that the device has been banked to the left. and by the previously described means thevertical link 382 and 383,,have been moved upwardly to cause, motor 362 to turn in such a direction as to move nut 344 downwardlythereby resulting in a turning to the left of the trainer, itwillbe understood thatmeans must be provided for stopping motor 362 when rudder 34 has been turnedthrough the amount necessary to produce the required amount of turn for the prevalent degree of bank. Otherwise a very slight degree of bank might result in a degree of turn all out of proportion to the amount of turn with bank experienced in actual flight.

Bearing in mind that when the device is banked to the left vertical link 382 and extension 333 move upwardly to energize motor 362 and nut 344 moves downwardly to actuate the rudder 34 referring to Fig. 5, it will be seen that as nut 344 moves downwardly link 313 moves in the same direction forcing the left end of walking beam 318 down. In this instance walking beam 313 pivots about stud 311 and as nut 344 moves downwardly link 382 and extension 383 move in the same direction. When nut 344 has moved sufficiently far downwardly, link 382 and extension 383 will have moved downwardly far enough to center the leaves designated generally 386 in Fig. 5 and motor 362 stops. .The travel of nut 344 therefore neutralizes the switching leaves and at the same time increases the rate of turning. When the nut has travelled far enough to neutralize. the switching leaves it has turned the rudder the correct amount, and it will be understood that this amount depends upon the amount of relative displacement between pendulum 361 and plate 321. a

20 It will be understood without further detailed explanation that in the event the trainer is banked to the right the previously described parts operate in exactly the same manner except that their direction of action is reversed to limit the, amount of turn with bank.

Therefore not only are means disclosed for producing automatic turn with bank but means are incorporated in the apparatus to limit the amount of turn in accordance with the degree of bank. 7

Assuming that the device has been banked in the manner discussed and the motor has been energized to properly position rudder 34 to give the required degree of turn with bank and the previously disclosed limiting means have then stopped motor 362, when the device is returned to level transverse flight, means must be provided to return the rudder 34 to the neutral position in order that the turning of the apparatus will not continue. The previously disclosed parts accomplish this desired function in the following manner- Assuming that the device was banked to the left andnut 344 was moved downwardly to turn the trainer to the left and switch actuatbanked to the left and nut 344 will be moved upwardly until the leaves 386 have been neutralized. This neutralization will occur when nut 344 is centered along screw 345 and at this point rudder 34 is in the central position. Again, it is deemed unnecessary to show that the apparatus performs the same function upon recovering from a right bank.

Consequently means are provided whereby upon the returning of the device to level flight the turning of the device is stopped.

It -has been stated that in the case of a plane in actual flight in the event the plane is banked it normally turns in the direction of the bank but by the application of opposite rudder the turning may be prevented. It has been shown that when the apparatus of this invention is banked to the left nut 344 moves downwardly and the device turns to the left. However, if the student presses forward right rudder pedal 304 seen in Fig. 2, cable 322 moves the right end of lever 3I8 upwardly as seen in Figs. 2 and 5, and consequently roller 324 moves in the same direction. The downward movement of nut 344 normally moves block 339 and rod 34!] in the same direction but the upward movement of roller 324 in response to the rudder pedal movement would cancel such a movement of block 339 and rod 34!]. Consequently no turning of the apparatus would result.

It will be understood without a detailed explanation that if the device were banked to the right and nut 344 were moved upwardly by motor 362, the pressing forward of left rudder pedal 302 would move roller 324 down and consequently block 339 and rod 349 would remain stationary. No turning of the device would result.

Consequently this invention discloses apparatus whereby the device normally turns in the direction of the bank but the turning may be offset by an application of opposite rudder.

anon-744 Again, in the case of a plane in actual night; the plane not only normally turns in the direction of the bank but if the rudder pedal corresponding to the direction of the bank is pressed forward the degree of turn is increased. At the same timein this invention if the trainer banked to the left nut 3% moves downwardly block 339 and rod a given amount. Levers 336 and 3M pivot in this instance about shaft 323; If at the same time left rudder pedal 382 be pressed forward roller 32A also moves downwardly and block 339 and rod 3 i arefurther moved downwardly. turns to a greater extent and the degree of turn is increased. Right bank and the application of right rudder similarly combine to move block.

and rod 340 upwardly a greater extent than do either of these primary actions working alone to produce a greater amount of turning to the right.

Therefore means are disclosed for not only turning the device in the direction of bank but for increasing the degree of turn when corresponding rudder pedal action is applied.

Means for delaying efiect of throttle movements Considering again the characteristics of a real airplane when the plane is taking off, the pilot opens the throttle and as the plane goes down the runway its speed is gradually increased for a relatively long period of time until the point is reached where the lift upon the wings is sufficient, upon a pulling back of the control stick, to

cause the plane to clear the ground. When the that a pulling back of the control stick 853 willresult in a lifting of the pontoons and upper part of central column [2 out of the water, which movement simulates the leaving of a plane from the ground or water, will now be disclosed. In

the absence of such means, the trainer would be fiyingf in much too short a length of time.

Reference is made to Fig. where the arrangement of the throttle lever 8?. and parts connecting the throttle with link iii; has been previously discussed. It will be recalled that an.

opening of throttle 32 causes sleeve fit to move to the rear compressing spring i 2%. In the event that such a movement of throttle 82 takes place link H8, by virtue of the compression upon spring I24 will tend to move to the rear. but as is best seen in Fig. 3 block 'lill is adiustably mounted upon link M8 by means of set screw 47!. Two connecting strips M2 (only one shown) are provided, each of these members having its lower end attached to block Hi3 by means of screws 474. The upper end of each of these members is pivotally mounted upon stud i li This block is which is integral with block are. slidably mounted upon sleeve 5893. the interior wh ch is threaded for coaction with screw Fixedy mounted upon the top of block Me by suitable means is n insulating block eat, and a pair of contacts M8 and 4% are affixedtoinsulating block 485.

Block A93 is arlius ahlv affixed by means of screws 324 upon sleeve -386 for movement there with an insulating block 195 is rigidly upon the top of this block. A pair of contacts Consequently rudder as 2'2." 560 and 502 are in turn rigidly" afllxed upon the top: ofinsulatingblock 496.

Block 506 is adjustably affixed upon the other endof sleeve 48llby means of screws 588 for movement with this sleeve, and insulating block 5! fl is rigidly affixed upon the top of the block. A pair of contacts 5M and 5l6are rigidly affixed upon the top of insulating block 5). A guide 520 is "adiustably mounted within blocks 3% and 5% and block 413 is free to slide along thisguide. A bracket M4 is provided, this bracket being rigidly afiixed to the frame (not shown) of the unit, the frame in turn being rigidly mounted Within fuselage lilf The lower end of bracket GM is in theform of a fork to guide the forward end of link H8, allowing that end of the link to move up anddown because of the arcuate movement of the lower end of throttle lever 82, and also to prevent contact blocks M8, 493 and 585 as well assleeve 48!! from rotating with screw 4B2.

Rigidlv affixed upon the rear end of the screw shaft G82 is gear532. This gear is driven "by the reduction gear train designated generally by534, this train in turn being driven by gear 536 which is fixed'upon theoutput shaft 538 of the reversible motor 546."

Referring now to Fig. 2, when throttle 82 is placed the completelyopen position link H8 moves to the rear because of the compression of spring" i 24. However, as seen in Fig. 3, this movement to the rear of link He also moves block 410 inthe same direction and by the action of connecting'strip 6'52 block 418 also moves to the rear. However,.' the movement of link new the rear is limited by the amount that block M8 may move beforeit is against block .93. Consequently; referring to Fig. 2, the movement which is imparted to bell crank l 365 as a result of the complete opening of throttle 82 is also limited bythe possible movement of block are. Further, the opening of butterfly valve 552 is also limited by this same arrangement; Consequently, a complete opening'of throttle 82 does not immediately result in a complete opening of butterfly valve 552 and engine is will not immediately run at its maximum speed, although some immediate increase in thspeed of the'engine results from the travel of bleck'dlfi untilit engages block cut; This increases sufficient to permit taxiingof the device through the water: The rate of movement ofthe device through the water therefore will be limited.-

Hovlev'er as soon as block H8 contacts block 493 it will be seen that contact 388 will engage cOntact-EBWand at the same time contact 399 will come'into'engagement with contact 552. Referringto Fig. 4, as soon as contact @83 touches contact 5G5 and contact 49% comes witlrcontact 552, which positions are shown in Fig. 4 insol'idlines, current will flow from bat tery Q2throiigh field windin 5 22 of motor 545.! and thenalong conductors 56 i and 5 35 toconta'cts lfifi 'and fihi. (Contacts 2i Eiwill be open as later shown) From there the current flows alongconductcr fi ls until itreaches contact points 556 and 55!. The purpose of these contacts' will be later described, it being deemed suf ficient-to state at thistime that they ere nor mally closed. Conductor 552 then carries the current to con-:hmtor which connects with brushes andarmature designated of motor 541%. (Contacts'fifit 'andfiifiaswili also be shown later, are normally open.) Current therefore flowsdiagrammaticallyin Fig. i through the brushes and emanate theleft and tocoriducto'r into engagement 

